The weight of the 2010 Toyota Tundra ranges from 4,580 to 5,660 pounds, depending on the truck’s choices. A 4.0L V6, 4.6L V6, or 5.7L V8 engine is available for the Tundra, and the weight will increase depending on the engine size because the larger engines actually weigh more. For the truck, there are various alternatives. A two-door truck will be lighter than one with four doors. Additionally, the longer bed alternatives will weigh more than the shorter bed options. In terms of weight, the Tundra is quite comparable to other half-ton trucks. It is a little bit lighter than some of the other alternatives on the market, which may lead to better performance.
The 2010 Toyota Tundra’s curb weight is 4580 lbs. for normal cab, 4X2 equipped versions. The curb weight for 4.0L V6 engine-equipped 4X2 versions with Regular Cab and Long Bed is 4685 lbs. The curb weight for 4.6L V8-powered 4X2 versions with a Regular Cab is 4730 lbs. The curb weight for 4.6L V8-powered 4X2 versions with Regular Cab and Long Bed is 4830 lbs. The curb weight is 4905 lbs. for 4X2 versions with a Regular Cab and a 5.7L engine. The curb weight for a 4X2 model with a 5.7L engine, Regular Cab, and Long Bed is 4910 lbs. The 2010 Toyota Tundra’s curb weight is 5005 lbs. for versions with a 4.6L engine and 4X4 equipment. The curb weight for 4.6L V8-powered 4X4 versions with Regular Cab and Long Bed is 5110 lbs. The curb weight for 5.7L V8-powered 4X4 versions with a Regular Cab is 5080 lbs. The curb weight for 5.7L V8-powered 4X4 versions with Regular Cab and Long Bed is 5180 lbs.
In This Article...
What distinguishes curb weight from gross weight?
The curb weight of your vehicle when it is empty, along with the weight of your passengers, fuel, any accessories you may have added to the vehicle, cargo, and the tongue weight of a tow trailer (typically 1020 percent of the combined curb weight and tongue weight), is what is known as the gross vehicle weight rating.
Is the Toyota 4.6 v8 engine a reliable one?
The 2017 Toyota Tundra is a pickup truck that we’ve always considered to be reliable, sturdy enough to do hefty tasks in the real world. Particularly the 5.7-liter V-8 has always stood out as a hot-rod power plant with cutting-edge technology.
However, the pickup truck market has evolved in the past year, and mileage has grown in importance as a selling point. Ford and GM now offer full-size pickup trucks that can achieve 21 mpg on the highway, but you must select a highly specialized 4×2 package to do so. The new highway criteria for a 1/2-ton vehicle is 19 or 20 mpg, and up until today, Toyota didn’t have a pickup that could compete in that range.
Enter the 4.6-liter V-8 engine, the newest Tundra powerplant. It produces greater power and torque than the previous 4.7 V-8 engine, and a six-speed transmission is mated to it to assist the 2010 Toyota Tundra achieve significantly improved fuel economy. The 4.6 V-8 is undoubtedly not a 5.7 in terms of performance, but nothing is, and it is undoubtedly a lot more sophisticated engine than the more traditional 4.7 V-8. Toyota claims that the 4.6 will offer the highest performance and fuel efficiency of any regular V-8 in the full-size pickup class.
What is their method? The new V-8 is simply a slightly destroked version of the 4.7 V-8 with all the improvements included when the optional 5.7L was created.
Dual variable valve timing is included in this (VVT-i). Timing and overlap of the intake and exhaust valves are managed by dual VVT-i. Variable Valve Timing (VVT) was first implemented in the older 4.7 V-8 engine and was limited to advancing or delaying the timing of the intake valves. Due to the ability to manage both the intake and exhaust valves, dual VVT-i results in a changeable cam profile that is more elastic. That is significant.
The geometry of the cam lobes on the camshaft determines the cam profile of a typical engine, which forces the choice between high-end torque and low-end power within a specific rpm range. The longer the intake valves can remain open, the more top end power the engine can produce since at high rpm, an engine needs more air. However, if the cam keeps the valves open for a longer period of time, as with a racing cam, issues begin to arise at low rpm, limiting torque and idling ability, and increasing the likelihood that unburned fuel may leave the engine while both the intake and exhaust valves are still open. As a result, emissions are raised and engine performance is decreased.
In order to ensure that the timing is optimal at low rpm (for increased torque) and high rpm, Dual VVT-I controls both the intake and exhaust valves (for more horsepower). The catalytic converter may be heated more quickly, which improves operating efficiency and emissions since less unburned fuel is leaving the combustion chamber. Dual VVT-I should enable the 4.6 to outperform the 4.7 in terms of power at higher revs while producing the same amount of torque with a smaller displacement and less wasted fuel. That is precisely what it does.
Compression on the 4.6 can be somewhat enhanced thanks to improved electronic controls, which is another component at play. The new 4.6 uses a higher compression ratio than the original 4.7 (10.2:1 as opposed to 10:1), just like the 5.7. More compression results in each stroke having more power.
The water-cooled exhaust gas recirculation (EGR) system used by the new 4.6 V-8 lowers combustion chamber peak temperatures. The combustion process is never over-cooled in the new 4.6 because a computer controls the time and volume of cooling the exhaust gas receives before it is regenerated through the combustion chamber. Although it’s well known that the procedure boosts overall efficiency, which translates to higher mileage, cooled EGR generally benefits emissions.
The new engine uses 32-valve aluminum heads and, like the present 4.7, has a cast-iron block. (The 5.7 block is made of aluminum to decrease weight, adding to the cost.)
Even the 4.0 V-6 engine in the 2010 Toyota Tundra has the same bore, measuring 3.70 inches. In order to take advantage of the manufacturing and servicing advantages of a standardized piston, Toyota increases the displacement of the truck engine line by boosting stroke. With the exception of the 4.6, all other V-8 engines have the same bore, but a shorter stroke. Shorter strokes allow for greater revs, which increases peak horsepower.
Having more power is great, but the Holy Grail is having more power while getting better mileage. It has a lot to do with gearing. You can obtain greater mileage without compromising performance if you can generate enough power to drive larger gears. The slightly taller axle ratio and the somewhat taller Overdrive gear in the six-speed transmission are responsible for the 4.6’s taller gearing. The “new” six-speed is effectively the same five-speed unit as the 4.7, with the addition of a sixth gear with an overdrive ratio of 0.586:1. The other ratios are identical in every way. One can create a far more effective final “cruising ratio” simply by adding the tall sixth gear. Previously, the five-speed allowed for a cruising ratio of 2.94:1 overall (multiplying the axle ratio of 4.10 x 0.716 Fifth gear). We achieve a cruising ratio of 2.29:1 thanks to the six-larger speed’s sixth gear at 0.586 and the capacity to pull a taller 3.901:1 rear end ratio. End result Highway mileage increases to 20 mpg from just 16 mpg for the 4×4 and 17 mpg for the 4×2 4.7 Tundra. That represents a four mpg, or nearly 20 percent, gain. Performance is roughly the same, while the maximum towing capacity (for two-wheel drive vehicles) has increased from 8,500 pounds to 9,000 pounds.
We spent a day track testing a 2010 Toyota Tundra, measuring acceleration both loaded and unloaded, with some highway driving thrown in, to get a feeling of how it feels. The goal was to put a number on how much acceleration had been sacrificed in the name of increased fuel efficiency.
Even though the 4×4 we tested was a pre-production model rather than a finished one, its drivability was probably pretty reflective of the finished vehicle. We discovered that the 4.6 would let the truck to reach 60 mph in less than 9 seconds, with the quickest run coming in at 8.92 seconds, even when the new Tundra was hauling 25 40-pound bags of salt. The Automatic Limited Slip (ALSD) is a standard feature on the 2010 Toyota Tundra and permits some wheelspin prior to locking the differential. The drag strip at Irwindale Raceway is a sticky surface, so we were better off without any traction control since it’s intended for usage on sand or dirt. By repeatedly holding down the traction control icon on the middle stack for three seconds, we were able to turn everything off and get our quickest times. Before the truck started accelerating, there was a brief pause with the traction control engaged and a quick chirp. The truck simply drives out when the ALSD is turned off. The engine starts to pull like a train at around 3,400 rpm and keeps going until the 5,600 rpm shift point. The transmission allows for manual shifting, which we tried in a few runs, but we kept running into the rev limiter and ultimately drove far slower.
Our best 0-60 time allowed the truck to go 407 feet in 7.91 seconds during our fastest empty runs, which were just under eight seconds long. The difference between that and a hot-rod 5.7 V-8 Tundra, whose reported 0-60 times have been in the 7.20 to 7.15 range, is not all that great. We estimate that to be approximately a truck length in a 1/8-mile race, but the responsiveness of the Tundra with the smaller engine would be more crucial. The truck slides out more easily at part throttle when it is empty, and when it is loaded, it still seems like there is midrange power left to burn. With the exception of slightly higher shift points when under load, the difference between loaded and unloaded acceleration at full speed is generally not that evident. The test unit handled the first 1,000 pounds with easily, and we believe that even at its maximum load of 1,255 pounds, as stated on the door sticker, it would still feel stable and have some remaining passing power.
The new Tundra excels on the highway, traveling effortlessly and reaching 73 mph at roughly 2,000 rpm. Moreover, it is exceptionally silent. Although preliminary Toyota spec sheets do not specify any changes to the 2010 Tundra’s noise or vibration insulation, the truck appears to be significantly quieter to our ears.
Off-highway testing was not attempted, however there are certain 2010 alterations that could have an effect. To increase departure angle, the seven-pin towing hitch connector has been moved above the hitch so that it won’t be ground off when the truck pulls the hitch when coming out of a deep ditch. Additionally, we believe that the new traction control system’s switchability may make it simpler to use in mud or sand. The somewhat higher crawl ratio, however, may have an impact on four-wheeling ability due to the taller overdrive and rear axle ratio. We anticipate that the 3.91:1 rear end and 2.62:1 low range gear will provide plenty of crawling power and downhill control, but we’ll be looking much more closely at that during testing for Pickup Truck of the Year.
Has the Tundra a tow package?
Pickup truck owners frequently choose the Toyota Tundra, and for good reason. Many of Toyota’s Tundra pickup vehicles come with towing kits. But what exactly does a Tundra tow package consist of? What kind of weight can it tow, too? We conducted the research to provide you with the response.
Each version of the Toyota Tundra often has different tow packages. 2018 versions, for instance, can come with a Trailer-Sway Control and Trailer Brake Controller. However, the 2021 versions may come with a 4.300 axle ratio and a 170-amp alternator. Tundras can pull up to 10,200 pounds at their maximum capability.
Don’t worry if you still have inquiries about the Toyota Tundra’s towing capabilities. We’ll go into more information about the subject in this article. We’ll also discuss whether tow packages are standard on all Tundras and how to tell if a specific truck has one. Let’s get started without further ado.
Payload capacity – 1730 lb
The weight of all the extra items you load into your car, such as passengers or a load of boulders, is referred to as the payload. It can be raised by:
- Improvements to the Rear Springs
- Coil-Over Shock Absorbers can be added.
- installing a truck bed extension.
- Trailer Attachment.
- Include Bed Racks.